Railway brake



July 10, 1923. 1,461,254

0. ROYSTER RAILWAY BRAKE Filed Oct. 18 1921 2 Sheets-Sheet l guwul'ot Orlando R y 52)., I! ag July 10, 1923. 1,461,234

0. ROYSTER RAILWAY BR! KB Filed Oct. 18. 1921 2 Sheet s-Sheet 2 Or/ofl do 1P0 yster Patented July 10, 1923.

ORLANDO ROYSTER, OF SPOKANE, WASHINGTON.

RAILWAY BRAKE.

Application filed October 18, 1921.

T 0 all whom if "My concern:

Be it known that I, ()nmNoo Rorsrnn, a citizen of the United States, residing at Spokane. in Spokane County and State of lVashington, have invented certain new and useful Improvements in Railway Brakes, of which the following is a specification.

My present invention relates to improvements in railway brakes and particularly a novel construction of the brake shoe in combination with the brake head. The primary object of the invention is the provision of a reversible shoe which may with facility be adapted and applied to the standard form of brake-head now in use in railway brakes without the necessity for exensive changes of construction: which shoe 1s of usual cast metal but reinforced to strengthen it for withstanding strains of wear and tear in service, and is also rendered more durable to prolong its life, and which possesses other meritorious features as will hereinafter be pointed out.

The invention consists in certain novel combinations and arrangements with the cast metal shoe of reinforcing members incorporated therein and utilized in connection with the fixing or attaching of the shoe to the head, as set forth in the appended claim and in the novel combinations of parts between the head and shoe hereinafter specified.

In the accompanying drawings I have illustrated one complete example of the physical embodiment of my invention wherein the parts are combined and arranged according to the best mode I have thus far devised for the practical application of the principles of my invention.

Figure 1 is a perspective view of the brake involving my invention.

Figure 2 is a perspective view of the brake shoe.

Figure 3 is a rear plan view of the brake shoe showing the locking key in its relative position.

Figure 4 is a vertical sectional view through the shoe and head illustrating the relation of the locking key.

Figure 5 is a side view of the reversible shoe, showing in dotted lines the reinforcing elements or members encased in the cast metal of the shoe.

Figure 6 is a transverse sectional view at line 6-6 of Fig. 5. In the preferred form of the invention Serial N0. 508,522.

as shown in the drawings the shoe 1 is of the usual general outline and size for standard railway shoes, and the shoe, which is of cast metal and produced in the usual manner is reinforced to resist strains by casting within the interior of the shoe one or more longitudinally extending bars 2, 2, preferably of steel. These bars may be especially cut into lengths for the purpose, or discarded belts with heads 2' and their ends bent as at 2 may be used as strengthening members extending substantially the length of the shoe and embedded therein during the process of casting.

At opposite ends the shoe is fashioned with a pair of transverse lugs 3, 3 and 4, 4, providing between them the respective notches 3 and 4', and at the center of the shoe a transversely disposed locking lug 5 is located. In addition to the central looking lug a pair of lugs 6 and 7 are spaced therefrom to provide transverse grooves 8 and 9, and these three locking lugs are provided with alined openings 5 6' and 7' as best seen in Fig. 2, of the drawings.

To strengthen and render more durable the shoe in connection with the locking lugs I utilize transversely disposed steel straps 10 of proper size and shape as shown best in Fig. (3. The straps are, like the reinforcing bars 2, cast in the metal of the shoe, but extends transversely thereof, and at their ends are fashioned with laterally projecting feet 11 to anchor them in the cast metal. At 12 the straps are flattened, extending flush with the surface of the lugs 6 and 7, and forming bridges across the openings or slots 6' and 7', which, because of the toughness and strength of the steel provide a superior retaining device for the key.

The brake head is designated as a whole by the numeral 13 and is of standard form and shape complementary to the shoe and to which the latter is attached. At 14 and 14 the head is provided with a pair of interlocking lugs for the transverse grooves 8 and 9 of the shoe, and at 15 the head is fashioned with a central transverse groove to receive the central lug 5 of the shoe. At 16 the usual attaching lugs are provided on the brake head for coupling to the brake beam in customary manner, and in other respects the brake head is of standard type.

with the interlocking lugs of the shoe and head in complementary positions, the two members are locked together in usual manner by the key 17, which is passed through the slot 1.8 of the lug 19 of the head, thence through the slots in the .respective locking In S of the shoe and head, passing throug the groove 20 at the lower'end 21 of the head, and thence emerging through the groove 4' of the shoe. The head 22 on the key rests in the groove 3 at the upper end of the brake shoe, and as the key possesses the usual resiliency of these devices, it rigidly holds the shoe in proper position on its head. Should the wear face of the shoe become worn from contact with the periphcry of the wheel when the brakes are applied, the key may be withdrawn, the shoe reversed and applled to the brake head, and then the key replaced in its proper position, thus insuring a uniform wear at both ends of the shoe and prolonging the use and life of the brake shoe.

The steel reinforcements comprising the longitudinally extending bars or bolts 2, and the retaining straps 10 which form loops or bridges in connection with the slots in the brake shoe, strengthen the cast metal shoe against strains due to the friction or pull of the wheels on the shoe, and distribute the strain, thus eliminating the danger of breaking the shoe. The use of the several interlocking lugs on the shoe and head also aids in strengthening and rendering more durable the brake device because of the fact that the interlocking lugs provide a wide area of bearing surfaces between the two members, thus distributing the eifect of strains on the device.

The metal straps forming bridges over the openings in the lugs of the brake shoe, are rigidly and securely anchored within the body by means of the. feet or flanges l1 thereon, and the steel o f the straps provide for longer wear and resistance to greater strain than would the cast metal.

The shoes may readily be attached anddetached, and reversed when required by withdrawing the key 17 and the key is withdrawn by the use of the proper tool, while the construction at the ends of the shoe including the notch 3' or the opposite notch 4' provides a recess for the head 22 of the key to prevent or at least render more difiicult the withdrawal of the key by unauthorized parties.

From the above description taken in connection with my drawings it is apparent that I have provided a novel combination and arrangement of parts in the construction of the brake device whereby the device is materially strengthened and made more durable, the brake shoe is adapted for longer and more uniform wear because of its reversibility, and the shoe may be applied or detached with facilit Having t us fully described my invention, what I claim as new and desire to secure by Letters Patent is- The combination with a brake-head having a pair of spaced intermediate lugs extending the full width thereof, of a brake shoe having a central lug and lugs spaced therefrom forming open end transverse grooves for the head-lugs and key openin s in said lugs, transversely arranged bri ge members of more durable metal embedded in the metal and closing the openings in certain of the lugs of the shoe, 8. locking key for the complementary lugs, and longitudinally extendirlig reinforcing members embedded in the s cc.

In testimony whereof I afiix my signature.

ORLANDO ROYSTER. 

